Transportation planners, engineers, and researchers have long lamented the highly emotional public responses generated by changes to parking policies. We know that reducing the supply and increasing the price for parking—while intended to advance sustainability and other important community goals—seems to fuel an angry response, but this knowledge is often vague and anecdotal. This study combines qualitative coding of open-ended survey responses with quantitative analyses of sociodemographic and commute characteristics using descriptive statistics and binary logistic regression models to reveal a strong correlation between parking and anger among University of Wisconsin-Milwaukee (UWM) campus users. Higher probabilities of anger are also positively associated with annual household incomes below $50,000, bus pass holders, and residential locations outside of the immediate UWM neighborhood. Qualitative themes from angry comments include frustrations about parking price, supply, and duration; questions about the motivations for university parking policies; and a sense of entitlement among campus users to free and inexpensive parking options. The study interprets these variables and themes together to provide insights into the complicated relationship between parking and anger and the importance of analyzing angry feedback to inform future policies.
{"title":"University campus parking: It’s all the rage","authors":"Hayley Wiers, R. Schneider","doi":"10.5198/jtlu.2022.2038","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2038","url":null,"abstract":"Transportation planners, engineers, and researchers have long lamented the highly emotional public responses generated by changes to parking policies. We know that reducing the supply and increasing the price for parking—while intended to advance sustainability and other important community goals—seems to fuel an angry response, but this knowledge is often vague and anecdotal. This study combines qualitative coding of open-ended survey responses with quantitative analyses of sociodemographic and commute characteristics using descriptive statistics and binary logistic regression models to reveal a strong correlation between parking and anger among University of Wisconsin-Milwaukee (UWM) campus users. Higher probabilities of anger are also positively associated with annual household incomes below $50,000, bus pass holders, and residential locations outside of the immediate UWM neighborhood. Qualitative themes from angry comments include frustrations about parking price, supply, and duration; questions about the motivations for university parking policies; and a sense of entitlement among campus users to free and inexpensive parking options. The study interprets these variables and themes together to provide insights into the complicated relationship between parking and anger and the importance of analyzing angry feedback to inform future policies.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-07-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49333076","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Improved accessibility by transit service constitutes a critical component in removing spatial barriers in daily mobility for disadvantaged groups. However, the effects of transit accessibility on the daily mobility and activity participation of different social strata remain inconclusive. This study investigates the role of transit accessibility on the activity space of three income groups in Hong Kong. The results show that the availability of transit stations and network accessibility by mass transit rail (MTR) are significantly linked to the spatial extensiveness of activity space of the higher- and medium-income commuters, while bus plays a more important role for the daily mobility of the low-income group. Concerning non-work activity participation, the low-income non-commuters appear less affected by the availability of MTR stations than the other two groups, suggesting a potentially lower ability of using MTR to carry out different daily activities. Our findings offer some in-depth insights into the possible social inequality of using transit service, thereby contributing to a more nuanced understanding of the relationship between transit accessibility and mobility in relation to economic status. Policy recommendations to alleviate transport disadvantage and improve social equity are proposed.
{"title":"The role of transit accessibility in influencing the activity space and non-work activity participation of different income groups","authors":"Sui Tao, Sylvia Y. He, D. Ettema, Shuli Luo","doi":"10.5198/jtlu.2022.2075","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2075","url":null,"abstract":"Improved accessibility by transit service constitutes a critical component in removing spatial barriers in daily mobility for disadvantaged groups. However, the effects of transit accessibility on the daily mobility and activity participation of different social strata remain inconclusive. This study investigates the role of transit accessibility on the activity space of three income groups in Hong Kong. The results show that the availability of transit stations and network accessibility by mass transit rail (MTR) are significantly linked to the spatial extensiveness of activity space of the higher- and medium-income commuters, while bus plays a more important role for the daily mobility of the low-income group. Concerning non-work activity participation, the low-income non-commuters appear less affected by the availability of MTR stations than the other two groups, suggesting a potentially lower ability of using MTR to carry out different daily activities. Our findings offer some in-depth insights into the possible social inequality of using transit service, thereby contributing to a more nuanced understanding of the relationship between transit accessibility and mobility in relation to economic status. Policy recommendations to alleviate transport disadvantage and improve social equity are proposed.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-07-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48020545","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Global South cities are vastly underrepresented in the literature that analyzes the relationships between location choice, land-use patterns and travel behavior. This paper aims to reduce that underrepresentation by bringing new evidence from a metropolitan region in the Global South. We estimate a Structural Equation Model to study the relationships between land-use patterns, location choice, car ownership and travel behavior, while controlling for self-selection, in the metropolitan region of São Paulo, Brazil. The model structure is adapted from previous applications to include variables related with specific aspects of the studied region, with the inclusion of informal work and people working two jobs, while simultaneously controlling for cohort effects associated with being a millennial. The results support the claim that land-use patterns influence travel behavior, even in a metropolitan area showing strong income-based spatial segregation levels. More specifically, commuting distance and car ownership act as important mediators in the relationships between the total amount of travel by mode and land-use patterns. In contrast to previous applications of this model framework, income plays a stronger role, an indication of relevant income-based residential sorting. Cohort effects are also visible, as millennials prefer to live in central, accessible, and mixed areas, own fewer cars, travel less by car, and use public transit and non-motorized modes more frequently.
{"title":"Land-use patterns, location choice, and travel behavior: Evidence from São Paulo","authors":"J. de Abreu e Silva, S. Lucchesi","doi":"10.5198/jtlu.2022.2125","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2125","url":null,"abstract":"Global South cities are vastly underrepresented in the literature that analyzes the relationships between location choice, land-use patterns and travel behavior. This paper aims to reduce that underrepresentation by bringing new evidence from a metropolitan region in the Global South. We estimate a Structural Equation Model to study the relationships between land-use patterns, location choice, car ownership and travel behavior, while controlling for self-selection, in the metropolitan region of São Paulo, Brazil. The model structure is adapted from previous applications to include variables related with specific aspects of the studied region, with the inclusion of informal work and people working two jobs, while simultaneously controlling for cohort effects associated with being a millennial. The results support the claim that land-use patterns influence travel behavior, even in a metropolitan area showing strong income-based spatial segregation levels. More specifically, commuting distance and car ownership act as important mediators in the relationships between the total amount of travel by mode and land-use patterns. In contrast to previous applications of this model framework, income plays a stronger role, an indication of relevant income-based residential sorting. Cohort effects are also visible, as millennials prefer to live in central, accessible, and mixed areas, own fewer cars, travel less by car, and use public transit and non-motorized modes more frequently.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-06-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46371385","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Recent literature argues that many transit-oriented development (TOD) projects have failed because their approaches focus on “one-size-fits-all” technical provisions and/or pay little attention to local socio-cultural suitability. Through a sociological institutionalism lens, this article examines how the local socio-cultural characteristics of people reshape mobility culture in transit areas and lead to the potential emergence of locally based TOD concepts. Our discussions are guided by the socio-cultural mobility analysis framework, an extended version of the original mobility culture theory. This analytical framework divides mobility culture into land use, housing, and transport dimensions. Five TOD potential areas located in the periphery of Greater Jakarta, Indonesia, are presented as a research window in which data and information are collected through a mixture of primary surveys and documentary reviews. This article reveals that housing preference emerges as the most important aspect of reshaping mobility culture in transit areas in Indonesia.
{"title":"Socio-cultural characteristics of people and the shape of transit-oriented development (TOD) in Indonesia: A mobility culture perspective","authors":"H. Hasibuan, C. Permana","doi":"10.5198/jtlu.2022.1997","DOIUrl":"https://doi.org/10.5198/jtlu.2022.1997","url":null,"abstract":"Recent literature argues that many transit-oriented development (TOD) projects have failed because their approaches focus on “one-size-fits-all” technical provisions and/or pay little attention to local socio-cultural suitability. Through a sociological institutionalism lens, this article examines how the local socio-cultural characteristics of people reshape mobility culture in transit areas and lead to the potential emergence of locally based TOD concepts. Our discussions are guided by the socio-cultural mobility analysis framework, an extended version of the original mobility culture theory. This analytical framework divides mobility culture into land use, housing, and transport dimensions. Five TOD potential areas located in the periphery of Greater Jakarta, Indonesia, are presented as a research window in which data and information are collected through a mixture of primary surveys and documentary reviews. This article reveals that housing preference emerges as the most important aspect of reshaping mobility culture in transit areas in Indonesia.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-05-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44301988","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Ongoing advances in technologies of connectivity have strengthened our capacity to envision urban environments less dominated by private car use. Yet many cities remain attached to, and defined by, the automobile. In challenging this status quo, we must understand the complex and varied ways private car use is reinforced in different urban environments. This paper provides such an understanding in the context of a low-density, and currently car-dependent, city. It presents a detailed analysis of the system of automobility to demonstrate the way private-car use is unintentionally perpetuated through contemporary practices of planning, developing and inhabiting cities. A newly constructed suburb in Sydney, Australia, provides the case for analysis. The suburb—Oran Park—is a master-planned estate intentionally designed to encourage alternative transport modes that is rendered ostensibly car-dependent as a result of a confluence of historical and contemporary structural and practical influences. The paper combines a detailed examination of the planning, transport and land-use context of the suburb with survey data from 300 of its residents. The paper’s novel contribution is to analyze these data sources using a social practice approach. The analysis lays bare the inevitability of automobility’s reproduction in the estate—describing the litany of elements that are both infrastructural and cultural and that, in orchestration, reproduce private car use. These elements are deconstructed to inform future challenges to the hegemony of the private car.
{"title":"inevitability of automobility: How private car use is perpetuated in a greenfield housing estate","authors":"J. Kent","doi":"10.5198/jtlu.2022.2091","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2091","url":null,"abstract":"Ongoing advances in technologies of connectivity have strengthened our capacity to envision urban environments less dominated by private car use. Yet many cities remain attached to, and defined by, the automobile. In challenging this status quo, we must understand the complex and varied ways private car use is reinforced in different urban environments. This paper provides such an understanding in the context of a low-density, and currently car-dependent, city. It presents a detailed analysis of the system of automobility to demonstrate the way private-car use is unintentionally perpetuated through contemporary practices of planning, developing and inhabiting cities. A newly constructed suburb in Sydney, Australia, provides the case for analysis. The suburb—Oran Park—is a master-planned estate intentionally designed to encourage alternative transport modes that is rendered ostensibly car-dependent as a result of a confluence of historical and contemporary structural and practical influences. The paper combines a detailed examination of the planning, transport and land-use context of the suburb with survey data from 300 of its residents. The paper’s novel contribution is to analyze these data sources using a social practice approach. The analysis lays bare the inevitability of automobility’s reproduction in the estate—describing the litany of elements that are both infrastructural and cultural and that, in orchestration, reproduce private car use. These elements are deconstructed to inform future challenges to the hegemony of the private car.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-04-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43855863","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Despite a broad consensus that cycling can address a range of transportation issues, many countries have struggled to institute measures to increase cycling participation. Even for cities that have achieved marked progress, there remains a gap in making cycling a truly normative mode of transportation. The practical problem of translating research and converting policy vision into broad-based cycling participation has become an increasingly central focus of international cycling scholarship. To examine the challenges of practically planning for cycling, we focus on the role of local government and report on a survey of all urban and major regional local governments in Australia and New Zealand. By analyzing results across the two countries, we diagnose challenges faced by practitioners in implementing measures to support cycling. Key findings suggest there is support among local government officers and stakeholders for cycling to play an increased role in daily transportation, yet this support is much more mixed at the implementation stage of cycling plans, policies, and infrastructure projects. These findings indicate a pressing need to better equip local government practitioners with tools and knowledge to overcome barriers to providing for cycling, particularly in increasingly politicized and complex contexts.
{"title":"Planning for cycling in local government: Insights from national surveys in Australia and New Zealand","authors":"Courtney Babb, Sam McLeod, Conor Noone","doi":"10.5198/jtlu.2022.1970","DOIUrl":"https://doi.org/10.5198/jtlu.2022.1970","url":null,"abstract":"Despite a broad consensus that cycling can address a range of transportation issues, many countries have struggled to institute measures to increase cycling participation. Even for cities that have achieved marked progress, there remains a gap in making cycling a truly normative mode of transportation. The practical problem of translating research and converting policy vision into broad-based cycling participation has become an increasingly central focus of international cycling scholarship. To examine the challenges of practically planning for cycling, we focus on the role of local government and report on a survey of all urban and major regional local governments in Australia and New Zealand. By analyzing results across the two countries, we diagnose challenges faced by practitioners in implementing measures to support cycling. Key findings suggest there is support among local government officers and stakeholders for cycling to play an increased role in daily transportation, yet this support is much more mixed at the implementation stage of cycling plans, policies, and infrastructure projects. These findings indicate a pressing need to better equip local government practitioners with tools and knowledge to overcome barriers to providing for cycling, particularly in increasingly politicized and complex contexts.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-04-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47490727","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Several authors delineate “geographies of opportunity,” which are assumed to influence individual life courses. In transport geography and related subjects, “opportunity” is a term that is frequently used to circumscribe dynamics of spatial and social mobility. However, previous approaches to opportunity usually apply deductive reasoning in such a way that opportunity represents a local feature whose functional utility impacts individual lives. Such approaches are inadequate for the analysis of individual life courses, as neither the emergence of opportunity nor its meaning for individual motives is sufficiently incorporated. Such neglect may lead to insufficient or even incorrect conclusions about the relation of space, mobility and the life course, because a concept for systematic mappings of opportunities in both individual life courses and space has not yet been developed. This paper aims to reconceptualize opportunity as a personally and socially experienced interrelation between agents and their socio-spatial environment with beneficial outcomes for the respective life courses. With regard to mapping opportunity, pockets of local order and occasions are presented as mappable spatiotemporal entities. Occasions are sections in timespace, which are unique and meaningful to the development of the individual life course. Finally, we discuss implications for empirical application, future research, planning and policy.
{"title":"Mapping opportunity in time and space: An inductive approach","authors":"David Hoelzel, J. Scheiner","doi":"10.5198/jtlu.2022.1903","DOIUrl":"https://doi.org/10.5198/jtlu.2022.1903","url":null,"abstract":"Several authors delineate “geographies of opportunity,” which are assumed to influence individual life courses. In transport geography and related subjects, “opportunity” is a term that is frequently used to circumscribe dynamics of spatial and social mobility. However, previous approaches to opportunity usually apply deductive reasoning in such a way that opportunity represents a local feature whose functional utility impacts individual lives. Such approaches are inadequate for the analysis of individual life courses, as neither the emergence of opportunity nor its meaning for individual motives is sufficiently incorporated. Such neglect may lead to insufficient or even incorrect conclusions about the relation of space, mobility and the life course, because a concept for systematic mappings of opportunities in both individual life courses and space has not yet been developed. This paper aims to reconceptualize opportunity as a personally and socially experienced interrelation between agents and their socio-spatial environment with beneficial outcomes for the respective life courses. With regard to mapping opportunity, pockets of local order and occasions are presented as mappable spatiotemporal entities. Occasions are sections in timespace, which are unique and meaningful to the development of the individual life course. Finally, we discuss implications for empirical application, future research, planning and policy.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-03-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42479708","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Accessory dwelling units (ADUs) are increasingly touted as part of the solution to the intransigent housing shortages facing many metropolitan areas across the United States. But numerous barriers to ADU development persist, including opposition by neighboring households. One persistent question is whether ADU residents would overwhelm on-street parking in the predominately single-family neighborhoods where ADUs are typically built. That question is difficult to answer because there is a surprising dearth of research on the effective parking supply in single-family neighborhoods. We use a survey of homeowners in Sacramento, California, to investigate the supply and sufficiency of residential parking for single-family homes, including how households actually use their garages, and help answer the ADU parking conundrum. After estimating and accounting for actual garage use, we find that more than 75% of households have enough off-street parking available to park all their vehicles. When we combine off-street and on-street parking supplies, we find that households have an average of 1.6 more parking spaces available to them than they have vehicles. That parking surplus is more than enough to accommodate the average ADU tenant and their vehicle, belying claims that ADUs will overwhelm existing parking supplies in single-family neighborhoods.
{"title":"Not enough parking, you say? A study of garage use and parking supply for single-family homes in Sacramento and implications for ADUs","authors":"J. Volker, Calvin G. Thigpen","doi":"10.5198/jtlu.2022.1947","DOIUrl":"https://doi.org/10.5198/jtlu.2022.1947","url":null,"abstract":"Accessory dwelling units (ADUs) are increasingly touted as part of the solution to the intransigent housing shortages facing many metropolitan areas across the United States. But numerous barriers to ADU development persist, including opposition by neighboring households. One persistent question is whether ADU residents would overwhelm on-street parking in the predominately single-family neighborhoods where ADUs are typically built. That question is difficult to answer because there is a surprising dearth of research on the effective parking supply in single-family neighborhoods. We use a survey of homeowners in Sacramento, California, to investigate the supply and sufficiency of residential parking for single-family homes, including how households actually use their garages, and help answer the ADU parking conundrum. After estimating and accounting for actual garage use, we find that more than 75% of households have enough off-street parking available to park all their vehicles. When we combine off-street and on-street parking supplies, we find that households have an average of 1.6 more parking spaces available to them than they have vehicles. That parking surplus is more than enough to accommodate the average ADU tenant and their vehicle, belying claims that ADUs will overwhelm existing parking supplies in single-family neighborhoods.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-02-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42019850","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
As local, state, and federal agencies began investing substantial resources into subsidizing transit in the 1960s and ‘70s, public documents argued that transit agencies should focus on attracting choice riders instead of dependent riders, who have no alternatives and use transit regardless of service quality. After six decades, the definitions, uses, and implications of the terms choice and dependent rider have remained consistent in the academic and professional literature. These definitions, however, lack a strong theoretical grounding or empirical evidence to support them. Using travel diary data from the Philadelphia region, I estimate discrete choice models to identify choice riders, who I define as those who have close to a 50% probability of choosing between a car or transit for a given trip. The Philadelphia region, which has a diverse range of transit users and transit services, is an ideal place to develop and fit an empirical model of choice ridership. Attributes assumed to be associated with dependent riders, such as lack of a car, low income, and being a racial or ethnic minority, are much more prevalent among choice riders than the general metropolitan population. Choice riders are also diverse, with a mix of racial backgrounds, income levels, educational attainment, and access to private cars. Transit dependency, by contrast, is rare. The lowest and highest income residents generally only choose transit when service quality is high, and transit is cost and time competitive with the car.
{"title":"What the heck is a choice rider? A theoretical framework and empirical model","authors":"E. Guerra","doi":"10.5198/jtlu.2022.2096","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2096","url":null,"abstract":"As local, state, and federal agencies began investing substantial resources into subsidizing transit in the 1960s and ‘70s, public documents argued that transit agencies should focus on attracting choice riders instead of dependent riders, who have no alternatives and use transit regardless of service quality. After six decades, the definitions, uses, and implications of the terms choice and dependent rider have remained consistent in the academic and professional literature. These definitions, however, lack a strong theoretical grounding or empirical evidence to support them. Using travel diary data from the Philadelphia region, I estimate discrete choice models to identify choice riders, who I define as those who have close to a 50% probability of choosing between a car or transit for a given trip. The Philadelphia region, which has a diverse range of transit users and transit services, is an ideal place to develop and fit an empirical model of choice ridership. Attributes assumed to be associated with dependent riders, such as lack of a car, low income, and being a racial or ethnic minority, are much more prevalent among choice riders than the general metropolitan population. Choice riders are also diverse, with a mix of racial backgrounds, income levels, educational attainment, and access to private cars. Transit dependency, by contrast, is rare. The lowest and highest income residents generally only choose transit when service quality is high, and transit is cost and time competitive with the car.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-02-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41660891","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The potential rise of automated vehicles (AVs) may significantly impact future traffic volumes, in turn affecting urban street designs and adjacent land use. While integrated studies on potential traffic and land-use changes due to AVs largely concern issues of location choice and changing settlement patterns, assessments of how AVs may influence the quality of streets depending on the requirements of adjacent land use remain scarce. This paper presents an integrated assessment of the urban effect of AVs on traffic and neighborhoods in Vienna. It provides a methodology to assess whether changing traffic volumes are compatible with the land use of a given neighborhood to approximate street space requirements for shared automated shuttles and to visualize possible trajectories of spatial transformation by considering local development goals. The results show that the opportunities to convert street space and the risks of environmental harm due to AVs will vary across neighborhoods and street typologies. It is crucial for policymakers and planners to consider such contextual differences to gain better insight into the functional requirements and urban consequences of AVs. This assessment aims to shed light on the possible trade-offs of a system change in favor of AVs to help evaluate adequate operational conditions and inform proactive traffic and urban design policies to harness possible implications.
{"title":"Traffic-land use compatibility and street design impacts of automated driving in Vienna, Austria","authors":"E. Bruck, A. Soteropoulos","doi":"10.5198/jtlu.2022.2089","DOIUrl":"https://doi.org/10.5198/jtlu.2022.2089","url":null,"abstract":"The potential rise of automated vehicles (AVs) may significantly impact future traffic volumes, in turn affecting urban street designs and adjacent land use. While integrated studies on potential traffic and land-use changes due to AVs largely concern issues of location choice and changing settlement patterns, assessments of how AVs may influence the quality of streets depending on the requirements of adjacent land use remain scarce. This paper presents an integrated assessment of the urban effect of AVs on traffic and neighborhoods in Vienna. It provides a methodology to assess whether changing traffic volumes are compatible with the land use of a given neighborhood to approximate street space requirements for shared automated shuttles and to visualize possible trajectories of spatial transformation by considering local development goals. The results show that the opportunities to convert street space and the risks of environmental harm due to AVs will vary across neighborhoods and street typologies. It is crucial for policymakers and planners to consider such contextual differences to gain better insight into the functional requirements and urban consequences of AVs. This assessment aims to shed light on the possible trade-offs of a system change in favor of AVs to help evaluate adequate operational conditions and inform proactive traffic and urban design policies to harness possible implications.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":null,"pages":null},"PeriodicalIF":1.9,"publicationDate":"2022-02-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43184859","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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